LFErî,i.:^Y
BUnEAU o ■ R Ait .</AV ECO/'iOMlCS,
vmsuimcton, o.c,
CATALOGUE NO.' S507.
FOB M&St^WFâCFOBUCS BS^AB£lSBMBB^ai.
A manufacturer who needs a railway for handling material is immediately con¬
fronted by such questions as :
What gauge is the best for this purpose ?
What radius curves should be used ?
How heavy should the rail be ?
What style of cars will be best ?
What kind of cross-ties should be used ?
How shall the switches and crossings be made ?
Can turntables be avoided ?
What will be the effect of grades ?
And so on, until it looks as though he would have to abandon his regular business
to decide these details.
This system of Industrial Railways answers these questions, and gives without
trouble, delay or expense the results arrived at by those who have for many years given
the subject careful consideration, both as builders and users of this class of machinery!
These railways have some transcendent advantages that cannot be obtained in any other
manner, The cars run around a curve as easily as on a straight track ; theoretically
there is no difference whatever. We cannot fully realize theoretical conditions in com¬
mercial machinery ; but in practice the difference in running is slight.
These advantages, the ease of running, the rapidity of operation, and the safety
from derailment, will be appreciated by every one who has had experience with the
ordinary rigid wheel base cars.
C. W. HUNT COMPANY.
NEW YORK OFFICE : 45 BROADWAY.
Cable Address: "COALSHOVEL, NEW YORK." Telegraph Code: "ABC," Fourth Editioh.
WORKS : STATEN ISLAND, N. Y.
Copyriglited, iSja by G. W. HuifT CoMPAKV, New Yoke,
2
INDUSTRIAL RAI LWAYS.
iS'o. 9535.
Steam and Electric Locomotives, weighing from 5 to 30 tons.
RAILWAY A system of cars and tracks in a maniitactunng establishment is
A TOOL, much a "machine" as a '"lathe," a "steam hammer," or a "loom,"
and should be judged in the same way. The saving in labor, the increased efficiencies
of other machines or of the whole works, and the general convenience must be
balanrad against the interest on the investment, and the expense of maintenance.
RAILWAY AN Supposc a System of tracks in a manufacturing establishment
INVESTMENT. jjje wages of a boy at only fifty cents per day. This
saving of 8150 per year would pay six per cent, interest on an investment of 82,500.
One can scarcely imagine a place where so large an investment could be made for a
system of tracks and cars, and no greater saving result.
SPACE Freight cars of 4 feet inches gauge are a little over 8 feet
SAVED, and this width must be left unobstructed throughout the whole
length of the tracks. The large car takes up so much of the room between the
posts of the building that the remaining space is frequently of little value. The
tops of our 215^ inch gauge flat cars are 33 inches wide, and a space 4 feet in
width would be all that would usually be needed, a clear saving of a space r feet
wide and the length of the tracks. The value of this space gained is a material amount
in yards, but in buildings it is seldom less than 81.00 per square foot or 84.00 per
lineal foot of railway. This saving alone is more in value than the whole cost of
installing the industrial tracks.
load In determining the gauge and the radius of the curves most suit-
CARRIED. £qj. ^ railway of this character, it is necessary to take into
consideration, not a few, but all of the circumstances under which it is to be
used. A brief consideration will show that the load which can be carried on a
railway depends, not upon the gauge, but upon the strength of the track, consequently
whatever strength is needed to carry a certain load can be obtained with a narrow
gauge as well as with the standard 4 ft. 8^ in. gauge.
FULL SIZED SECTIONS OF INDUSTRIAL STANDARD RAIL.
No. 1S88.
No. 1887.
No. 18SS,
No. 12.
No. 20.
The load on a 4-\vhecl car should
not usually exceed 6,ooo pounds on
a track laid with this size rail.
The load on a 4-wheel car should
not usually exceed 10,000 pounds on
a track laid with this size rail.
The load on a 4-wheel car should
not usually exceed 15,000 pounds on
a track laid with this size rail.
CATALOGUE NC. 9507.
No. im
STANDARD For the purposes for which this system of railways was designed
GAUGE. ^ narrow gauge is an absolute necessity. As to the exact gauge
that shall be used opinions may differ, but from the experience gained in building
and using railways of this character for many years, we believe that, if our gauge is
not the ideal one, it is very near it. hi all of the raihoays that we /¡are built we have
never had a user of them even suggest that a broader gauge would be better for any
purpose. Our standard gauge is 21}^ inches measured from the outside to the outside
of the heads of the rails.
RADIUS OF The curves should be of so short a radius that every ])art of
OUr^VES
a factory can be reached directly without cxitensive and trouble¬
some turntables. Our standard curves are 12 feet radius, measured to the centre of
the tracks. This radius is almost exclusively used in manufacturing establishments
where cars are usually moved by hand, because cars can be used with a running gear
which runs as easily on a curve of twelve feet radius as on a straight line, the axles
taking a radial ¡josition with the outer wheel running on the flange, instead of on
the tread, thus enabling workmen to move double the load they could with ordinary
cars.
6
INDUSTRIAL RAILWAYS.
OUTSIDE It is f(jr thi.s reason tliat we build our railways with outside
FLANGES. flanged wheels. 'I'hese variations Irom ordinary railway practice
make no difference whatever in the o|)eralion or the general construction, except
that the curves, switches and frogs must be especially arranged to suit wheels
with outside Hanges.
DESIGN OF Each size of these cars has been carefully proportioned in
THE CARS. r 1 , , ■ 11 1 1 ■ ,
every part tor the load It will ha\e to carry, and so ¡rroportioned
that a workman is not ¡lushing a useless dead load, or using a car that is liable to fail at
a critical moment.
FLEXIBLE WHEEL Q^r cars have a flexible wheel base, the axles taking a radial
BASE CARS. position, the wheels and the curve so proportioned that there is
no sli|)ping whatever to cause friction. The princijde on which these cars turn a
curve is illustrated in cuts Nos. A 1377 and 1377. -A cylinder rolls on a plane
in a straight line without sliding friction ; a cone also rolls on a plane in a circle.
about its vertex, without sliding friction. If both of the wheels of a car running
on a curve have the same diameter as the cone would have at each rail, they are
portions of the cone, and the wheels would run around the curve without sliding
friction, the axles taking a radial position. The illustration. No. 1377, clearly shows
that, if correctly made, there is no sliding friction in passing the curve.
RADIAL In applying these principles, we make the outer rail around the
AXLES. curve of a special form for the wheel to run on the flange instead of
on the tread. The axle bearings are pivoted in the centre, between the wheels, permitting
them to take a radial position, as the wheels direct.
CATALOGUE NO. 9507.
7
GEOMETRY OF jf {he Car on the straight track in cut Xo. A 1377 be supposed
OONSTRUCTION. to ruii toward the curve, wheel B, when it reaches the curve at A,
will run on its flange on the special outer curved rail A, the wheel (." will run on its
tread on the inner rail 1), the proportions of the curve and tlie wheels being by
construction such that the flange of the outer wheel and the tread of the inner wheel
are parts of a cone, whose verte.v is at the centre of the curve.
Hence, in running around the curve, the wheels will not slide on the rail,
the axles will keep in a radial position, and neither wheel will chafe against the
side of the rail heads. Suppose that, when the car reached the curve, the wheel C
should strike its flange against the inner rail at 1). Whatever the force might be with
which it pressed against the side of the rail head would tend to push the axle into a
radial position — that is, in the direction of safety. If the flange of the wheels had been
on the inside of the rails, the flange of the wheel B would have struck the rail A on the
inner side, and the pressure would have tended to throw the axles in the wrong direction—
that is, in the direction of danger. Consequent I v, the flanges must be on the outside of
the rails.
REAL AND J J mheels could be made absolutely round and exactly to the
IDEAL CARS, theoretical diameter^ the tracks perfectly smooth and laid to an exact
circle, the cars would then pass around a curve as easily as on a straight track. It is
impossible in commercial machinery to fully realize theoretical conditions, but the dipfcrence
is slight between the running gear that we furnish and the ideal ones.
RIGID WHEEL Rii^id wheel base cars do not run easily around a curve, because one of a pair of
wheels ot the same diameter rixidly secured to tlie axle must slide on tlie rails a dis-
BASE CARS, tance equal t(j the difference in the ieiií^th of tlie inner and the outer rail. In a car
havin^i two pairs of wiieels, witli the axle boxes rigidly conneeted to th.e Iraníes, not
only must this sliding- take jilace, but it is increased by the iini'avorablc jiosition in which the axles hold the
wheel.->, as the axles > annot take a radial position, which is the one most favorable.
An analysis of svhat occurs when a rij^id wheel liase car passes over a curve shows tlial, under the full
pressure of the load, there are three distinct sliding motions between the un lu bncated .suri aces of the wheels ami
the rails.
The first sUdinji motion and loss by the conser]Ucnt friction is cause<l by the outer rail of a curve beinji
longer than the inner rail, the wheels sliding a distance equal to the difïcrenee in the length of the rails.
The second is caused by the axles not taking a radial position, the wheel Hange consec|uenlly crowding
against the rail, and forcibly pushing both of Die wheel treads inwardly towards the centre of the circle.
'I'he third is the action of the wheel flange as it passes downward, and crowds against the side t)f the rail,
under the pressure necessary to force the wheels inward, towards the centre of the circle.
In rigid wheel base cars, the flange, being i)f a greater diameter than the tread, moves faster, and must
slide by the rail at a higher speed, and under a pressure sufTIcient to siij) tlie wlieels in wardly on t lie track. Mach
of these sliding motions causes a loss of power by the friction f)f the unlubricated sliding surfaces umlcrtiie
pressure due to the loarl. The loss by friction, however, is not the sum of i hese losses, but the resultant, as each
motion is somewhat modified by tlie othci s.
90'
CÑOSSiMG
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We keep in stock, ready for immediate shipment, straic^ht and curved track, switches and crossings, made up with steel cross-ties
firmly riveted to the rails. They are ready to lay immediately on arrival on the ground.
CATALOGUE NO. 9507.
9
STANDARD SECTIONAL TRACK.
The standard track for these railways is made up in sections 20 feet long, firmly
riveted to steel cross-ties, as shown in cuts Nos. 1240 and 1288. The cross-ties are
spaced 24L inches apart, with the end-ties placed near the ends of the rails, which
brings two ties close together at the joint, giving the greatest support where the track is
weakest. The cross-ties are of steel, flanged to a form, which gives not only the
necessary strength, but takes a firm hold of the ballast. These ties have a large bearing
surface on the foundation to support the load, the area in projjortion to the load being
about double that on the best constructed railways of 4 feet 8^ inches gauge.
No. 1288.
While no expense has been spared in making up this track in the strongest manner
for the most durable permanent way, the cost when laid in position ready for use is
usually less than where wooden cross-ties are used. The cost of the wooden cross-ties,
the expense of laying them in ])osition, sinking the track, leveling and making the gauge
exactly right, will generally exceed the cost of track made up with metal ties. The
riveted track is superior in every respect. 'I'he simplicity and rapidity of the laying is
another advantage, as it can be laid by intelligent workmen without difficulty, and when
laid, the gauge is correct, the switches and frogs right, and jiroper ballast will make it
a perfect and durable track.
to
INDUSTRIAL RAILWAYS.
We keep on hand, ready for iinmediate shipment, a large stock of standard sectional
track in sections 20 feet in length, with fish-joints and bolts complete, together with
standard switches, curves, crossings and turntables. The illustrations below show
various methods of laying the track.
1366
The flanges of the wheels being on the outside, the sjiace between the rails can be
filled with ballast, which not only holds the track in alignment, but makes a dry and
convenient walk.
No. 14:«.
When the track is laid in a cement floor, the groove for the flange of the wheels
should be beveled, in order that dirt may be swept out easily. When the track is laid
before the cement floor is completed, it is first laid to the right level, the fish-joint bolts
drawn up, and then bedded in the cement, so that the heads of the rails rise about one-
quarter of an inch above the level of the finished floor. The switches used with the
track embedded in the cement should be the same as used with the cast-plate track (see
bottom of page 15), as the switch points are better protected and make a smaller and
more shallow opening in the floor.
It is frequently necessary to run the track over pavement or flagging, the space
between the rails being filled with cement, which makes a solid piece of work and
holds it firmly in position. As the cement fills the space underneath both the rail
and the cross-ties there are no corners to hold dirt.
catalogue no. 9507.
No. 9516.
For crossing a street where there is heavy traffic, the girder rail generally used
for electric railways is the most suitable.
■'Ï- ■ ~ ,
1371
-'.jj
It is usually more satisfactory to use the standard track for the floors of shops and
warehouses. We can, however, make to order, track with flat ties.
No. 0586.
It is sometimes desirable to have the track and the cross-ties shipped separately to
reduce the freight, especially to foreign countries, where the freight charges are high.
We take especial pains to have a perfect construction, with the bolts and nuts ñtted
wrench-tight, in order that the nuts will not loosen when once drawn up.
1360
Track for boiler room floors, areas and passageways is made of cast iron, in pieces
five feet long and twenty-seven inches wide, with the rails cast with tlie plate, and rising
only one-quarter of an incli above level of the floor. The sjiace between the rails is
level, but the surface is roughened by very small diamond-|)oint [irojections to prevent
the slipjping of the workman's foot, and permits a broom to easily sweep out the ashes
or dirt- The track is laid flush with the surface of the floor or the pavements, so that
wagons can be driven in any direction without inconvenience.
C. W. HUNT COMPANY
^Vc also mako floors and pavements of cast iron to correspond with the plate track
both in size and in surface finish. The size of the standard floor plate is 13 inches
sipiare, which is bedded in cement, making a jierfect floor of unquestioned durability,
and of a much smoother and more cleanly ajipearance than any other material.
The floor here shown is bedded in Portland cement on a concrete foundation, and
is the very best boiler room or gas house floor that can be made. The joints are filled
with asphalt that will give as the jilates exjiand with the heat. Each plate is anchored
in the cement in the centre, so that the e.xpansion is only from the centre to one edge.
1363
■-
ul
(■■V
f
1362
When the track is laid in a place where a fireproof iron floor is desirable, the floor
])lates can take the ])lace of the upper course of p ank between the track and the boiler,
leaving the floor free from steps or obstructions.
The following loads on a q-wheel car should not usually be e.xceeded, with cross-
ties spaced inches ajiart ;
No. 12 rail (see cut 1,388, page 4) 6,000 lbs.
No. 16 rail (see cut 1,387, page 4) 10,000 ''
No. 20 rail (see cut 1,382. jiage 4) 15,000 "
or double these loads on an eight wheel car (for further information see page 39).
r'RICE LIST.
STANDARD STRAIGHT TRACK, 21 H INCH GAUGE.
Standard Straight Sectional Track, made in sections of 20 feet in' Rail I Rail | Rail
length, with cross-ties spaced 2454 inches, centre to centre, with fish- '6. ■ No. 20.
joints and bolts complete. Cuts Nos. 1240, 12SS. |
Price per lineal foot $0.90 Si.15 j $1,40
Cast plate track is made in sections five feet long, ready to lay. Cuts No.
1363, 1362, 1360. Price per lineal foot, $2.40.
Steel cross-ties, cut No. 9536, with clips and bolts complete, are made to order for
other gauges less than 30 inches. Prices on application.
Cast iron floor plates. Cuts Nos. 1361, 1362. Standard size, 13 inches square.
Prices on application.
CATALOGUE NO. 9507.
CROSSINGS.
The crossings for these tracks are made similar in style to the track described else¬
where, and cross at go degrees, 67}^ degrees and at 45 degrees.
We also make to order crossings for these cars to pass over the standard 4 ft. 8^
inch gauge railways.
Crossing go degrees for our standard gauge tracks, see cut No. 1246... .$17.00
Crossing 67 degrees, cut No. 1245 2¡^.00
Crossing 45 degrees, cut No. 1244 34-oo
TURNTABLES.
Our turntables are supported on a ring of 67 hardened steel balls, that run in a
turned groove, with drop flanges to keep out the dust, and arranged to hold oil for lubri¬
cation. This makes an almost frictionless supjiort and contributes greatly to the ease
of the operation of the tables. The surface of the table is roughened in the same
manner as our cast plate track (see cut 1361, page 12). The car track is 21^ inches
gauge, and cast solid with the table. The tracks cross at right angles, but the entrance
track on the outer ring can in sjiecial cases be at any angle desired. Unless ordered
otherwise, the tracks will be at right angles to each other.
Diameter of the revolving table, in inches.
Depth, in inches
Track space taken up, inches
Maximum distance between car axles, inch
Price F. (J. H. New York
52
60
72
64^
7
65
73
81
38
46
59
$140
$[80
!|Í225
86
7>i
95
74
$290
14
INDUSTRIAL RAILWAYS.
CURVED SECTIONAL TRACK.
Curved track for the Industrial tracks is of 12 feet radius, made up in sections
solidly riveted to the cross-ties. The rails are made especially for the curves, and of
such sections as to enable the outer wheel to run on the flange and the inner on
the tread.
The standard sections made up comiflete and kept in stock are, in definite lengths,
as follows, d'he circumference of a circle is divided into 32 jiarts, each jiart being 11^
degrees, which is for convenience called a "unit," The sections are made up of
a length of one, two or three "units," corresiionding to ii^°, 22j^°, and 33^°; thus, a
track for a ipiarter of a circle, 90°. would be composed of eight "units" in length. If a
switch is used, the curved part is three "units." or 33^°, reriuiring five " units " to
complete 90° of curved track.
'I'he price given below is for one section, or one "unit," long.
PRICE LIST OF CURVED SECTIOXS.
The price is for one section, one "unit"= ii^®long. If longer sections are
needed, mtiltiply the price of one unit by the number of units.
No. 12 Rail
No. 16 Rail
No. 20 Rail
Standard sections of curved track, cut No. 13S1
$5-30
0
lA
</>
$8.80
Cast plate track, curved sections 12 ft. radius. Cuts No. 1360, 1361, 1363.
Price per "unit,"
Special lengths will be made, but at an advanced price.
CATALOGUE NO.
9507.
IS
instead of the tread, causing the axles to take a radial [¡osition and the car pass over
the curves easily and without friction.
The switches are twelve feet radius and riveted up solid with the cross ties, with
the switch points and the frog complete. The points are usually moved by the work¬
man's foot, but we make switch stands when ordered, as shown in cut No. 1379.
We also make solid cast iron plate switches corresponding to the track, sliown in
cuts Nos. 1360, 1361, 1362 and 1363. The 3 way switch is made only in the plate switches.
The curved parts of our switches are 12 feet radius, and are made a definite length
to correspond with the length of the curved sections, and to be interchangeable with
them or with the straight sections. The length of the curved jiart of the switch is 3
" units" long, or 33|<r degrees. V\'e. make u|j and keep in stock the sizes cpioted below,
which are the ones ordinarily needed.
PRICE LIST OF STANDARD SWITCHES.
KEI'T IN' .STOCK, READY FOR IMMEDIAIF. DKI.IVF.KV.
The price is for a .switch complete ready to lay down. The
curvéis 3 "'units" lonj^, and the points are to be moved
by the foot.
No. 12 Rail.
Nil. 16 Ra:i.
No. 20 Rail.
Ri'j:ht hand switch complete, cut No. 1380
Left hand switch complete, cut No. 1379
Two-way switch complete, cut No. 1378
843.00
43.00
43-00
S53-00
53.00
53.00
$68.00
68.00
68.00
For a switch stand for moving the points (see cut No. J379), add $6.00 net. h'or
a spring switch, add $5.00 net.
PRICE LIST OF CAST PLATE .SWITCHES.
Cast iron plate switches complete, right or left hand $4.3.00
Two-way cast iron plate switch, complete -1.3.°o
Three-way cast iron [ilate switch, complete 57 00
C. W. HUNT COMPANY.
RAILROAD TRACK SCALES.
KEPT IN STOCK.
N(i. Ii'S5.
The ordinary scales of sufficient strength to stand the hard service required in
tracks take up so much room that we furnish special scales for our industrial railways.
They are especially desirable in buildings and confined jilaces, as the platform is 27
inches wide, only the necessary width for the tracks. The beam is placed 43 inches
from the centre of the scale, but can be carried 10 or 15 feet if necessary by an
extension lever. The prices below are exclusive of the timber or foundations, which
are to be furnished at the purchaser's ex[)ense, but including a double brass beam and
sliding poises. The upper beam or tare beam is graduated to pounds, and is espe¬
cially convenient, as the empty car is weighed on this, and the net load is given on
the other beam. A drawing and specification for erection accompany each scale.
The width of the platform is the same as the width of the cast iron plate track shown in
cut No. 1360. The scales can be set in a boiler room floor, and the platform of the
scales as well as the floor covered with iron ¡dates, giving a neat appearance and the
most cleanly and durable floor for such a room.
PRICE LIST, IXCLUDING A TARE BEAM.
Capacity of the scales, in tons
2
3
6
6
10
Length of the platform, in feet
8
S
8
12
12
Width of platform, in inches
27
27
27
27
The tare beam will weigh, in pounds
1,200
1,200
2,500
2, ÍOO
2,500
Price of the scales, F. 0. B. New York
Si:5
S175
8225
S270
S320
Orders from countries using the metrical system will have the beams graduated in
kilograms.
The above price is for a wooden beam box ; for cast iron pillars and cap, as shown
in the engraving, add $40 extra.
Extension lever for placing the beam box farther from the scale platform, $18,
for distances less than six feet. Each additional foot, 50 cents extra.
CATALOGUE NO. 9507.
17
TIP CARS.
No. lars.
The demnn(] for this class of cars is greater than for any other style, as they are
serviceable for handling almost all bulk material used in a manufactory. The first and
chief peculiarity is that they run easily around a curve, the a.xles taking a radial
position. The second one is that they are much lower than rigid wheel base cars that
have the wheels underneath the body, making it much easier for the workmen to load
them.
The edge of the car comes down to the rail in dumping, making them especially
suitable for dumping into a ]nt, or from a trestle, but not as suitable for dumping on a
floor.
While our low-bodied, flexible wheel base cars are perfectly adajjted to hand use,
or to be coupled together for hauling with horses, they are no! suitable for use with a
locomotive, as the couplings would then be so high that the framework would be weak.
The tip cars are fitted with our ¡jatent running gear, and run easily on a curve,
the axles taking a radial jKjsition. The car has steel wheels, oil reservoir bearings,
and is carried on springs, which make it run easily and smoothly. They are kejit
in stock ready for immediate delivery.
PR1CIÎ LIST.
Capacity, in cubic feet, heaped to 15 degrees
Capacity, in cubic feet, even full
Height, in inches, of the top of car above the rail
Width, in inches, of the top of the car
Distance between axle centres
Price of Car, F. O. H. New York
Diameter of turntable required, inches
For couplings, add S5.00 net.
12
K;
20
27
11
14
17
23
34
35
3»
41
4(1
49
53
59
50
52
55
57
$H5.00
$94.00
$103.00
S113.00
72
72
72
72
iS C. W. HUNT COMPANY.
SHOP CARS,
WITH BEARINGS BETWEEN THE WHEELS.
No. ilSllfi. No. 95117.
The great advantage of these cars is the ease with which they run around curves
of 12 feet radius and reayh every jiart of the works-
The track for these, as well as all other industrial cars, must be made to exactly
suit the wheels, or the ease of running both on the curves and on the straight track will
be largely sacrificed. Straj) rail or a liroad headed rail of any kind will not work well
even on a straight track. On the outer rail of a curve nothing should be used except
the special rail rolled for this purpose.
For a sho|t floor any of the tracks shown on pages lo to 12 can be used. The cast
plate track, 1,360, 1361, 1363, jiage 12, is one of the best, is easily kept clean, and
is but a very slight obstruction for hand trucks, and, when the space between the rails
must be flush, is but little more expense when laid in jiosition.
The flanges of the wheels are |)erfectly flat, and for occasional use will run on a
shop floor to ¡joints where it is not advisable to carry a track.
The wheels for these, and all other industrial cars, are made of steel, and will stand
the most severe service. The metal must be hard to wear well, and tough enough so
that they will not break. Cut 9597, page 30, shows a wheel for a one-ton car tested to
destruction by a drop tor 3c-ton car wheels. No better illustration of the quality of our
wheels could be asked. Chilled wheels and charcoal iron wheels have not proved
satisfactory for this size wheel.
These cars are entirely of metal, with the exception of the top, and are made for
our standard 2i;-2 inches gauge. The strength of each size of car has been carefully
proportioned to the load it has to cany, so that the workman is not pushing a useless
dead load or using a car liable to fail at a critical moment.
The wheels are 12 inches in diameter, put on the axles by hydraulic pressure, with
the flanges outside of the rails. Our patent bearings cause the axles to take a radial
position on a curve. All sizes are fitted with springs, which make them ride smoothly
and run easily. The diameter of turntable suitable for these cars is 52 inches.
INSIDE BEARING SHOP CARS.
Prices F. O. B. New York:.
Load the car will carrv, in tons.. .
yi-
1
2
3
5
1%
10
Lensith of the top, in inches
60
60
Ó0
60
Width of the top, in inches
30
33
33
33
33
33
Height of top above rail, inches. .
16
iS
iS
20
20
22
22
Price for the car, wooden top
0
0
cl
</>
SS6.00
S9=i.oo
Siió.oo
S14300
S195.00
S260.00
Same, covered with iron
78.00
93.00
103.00
12:^ 00
153-00
For couplings, add to above price.
5.00
6.00
6.00
; S. 00
8.00
10.00
10.00
For brakes, add to above price. . .
8.00
10.00
12.00
15.00
i S. 00
20.00
CATALOGUE NO. 9507.
SHOP CARS,
WITH BEARINGS OUTSIDE OF THE WHEELS.
No. 95115. No. 9511J.
The great advantage Oi these cars is the ease with which they run around curves
of 12 feet radius, without slipping the wheels.
We make two kinds of bearings for these cars : One series of cars to carry loads
of from one to five tons, with patent roller hearings ; the other style to carry loads of
from one to ten tons, with oil bearings. The cars with hearings outside of the wheels
are heavier than the inside bearing cars described on the opposite jiage, but they are
more stable for high or toi.i-heavy loads, as the distance between the springs is greater.
The roller bearings are the same style as our jiatent bearings, which have shown
such great durability on our hoisting blocks. The rollers are of tempered tool steel, in
two complete sets to each hearing, running in a steel shell. These roller bearings do for
these cars what ball bearings do for bicycles : almost eliminate the factor of a.xle
friction. The bearings should, however, be kept oiled on account of side thrusts at
switches, and also to prevent rusting. In core and japan oven cars, no oil need he used.
'fhe series of cars fitted with oil bearings have an oil reservoir, and extra large
bearing surfaces to prevent the load from jiressing the oil out, and to give greater
durability in service.
These cars are all metal, except the top, and are built for our standard tracks of
21^ inches gauge. The strength of each size of car has been carefully iiioportioned,
so that a workman is not ])ushing a useless dead load, or using a car that is liable to fail
at a critical time. The wheels are of steel, 12 inches in diameter, put on the axles by
hydraulic pressure, with the flanges on the outside of the rails. Our ¡¡atent bearings
cause the axles to take a radial jiosition on a curve. All sizes are fitted with sjirings,
which make them ride smoothly and run easily. The diameter of turntable suitable
for these cars is 52 inches.
OUTSIDE BEARINO SHOP CARS.
Pricks F. O. B. Nkw York.
Load the car will carry, in tons....
Length of top, in inches
Width of the top, in inches
Height of top above rail, inches... .
Price for car with oil bearings.
Price for car with roller bearings
For couplings, add to above prices
For brakes, add to above jiriees....
I
1
(12
42
18
$U4.00
105.00
O.oo
8.00
I
2
'>4
42
18
$105 00
i I 5 . (K)
6.00
10.00
3
ùb
42
20
$128 00
40.00
8.00
12.00
5
(.9
42
20
$lfio 00
175.00
8.00
14.00
72
48
$215.00
10
7<>
48
$280.00
10 00
16 00
To 00
18 00
20
CATALOGUE NO. 9507.
8-WHEEL FLAT CARS.
No.
An <S-\vheel car is more convenient for handling long or bulky articles, and has the
further advantage of distributing the load on more wheels, suirporting double the load that
can be carried on a 4-\vheel car, as the load per wheel is limited by the strength of the
rail. It is an unnecessary expense, in many cases, to make all of the tracks of a system
heavy enough to carry an occasional heavy load that mav be needed only a few times
in a year.
8-WHEEL FLAT CARS.
Load the car will carry, in tons
2
5
10
Length of the body, in feet
7 to 10
7 to 10
8 to 10
Width of the bodv, in inches
40
40
40
Height of the top above the rails
22
22
24
Price of the car, F. 0. B. New York
SI75-00
S265.00
8370.00
For couplings add to above
8.00
10.00
10.00
For brakes add
15.00
20.00
25.00
CATALOGUE NO. 9507. 21
SELF DUMPING CARS.
These cars are the easiest running and most satisfactory cars that can be used for
carrying bulk materials. The oottom can be inclined to any angle to suit the work.
Those kept in stock are made with the bottom the right angle for coal, but we make to
orders cars with the bottom at any angle, suitable for clay, phosphates, iron ore, or
other material
'I'hese cars are frequently used on elevated tracks, for handling coal, dutnjting the
load on both sides of the track by a tripping block jtlaced in the centre of the track at
the desired point. The car is unloaded without stO])ping by running over the tripping
block, a saving both in time and in the labor of operation.
These are the only cars that can be built to stand the severe shock and strain of
dumping into them buckets of half or three-quarters of a ton of iron ore, broken stone,
or gypsum, which is necessary in unloading vessels loaded with those materials.
They are built of wood, and lined with sheet steel, ami are fitted with our patent
wheels, axles and bearings for running easily around a curve. They are supported on
springs, making them run easily and smoothly. The bearings have reservoirs filled
with oil and packing to keep the bearings lubricated. The axles swivel to a radial
position in jrassing around a curve. The wheels are steel, 12 inches in diameter, with
unusually dee]) flanges to [jrevent accidental derailment.
PRICIi; LIST OF SELF DUMPING COAL CARS.
Coal the car will carry, in tons
Height of the top of the car above the rail, in inches, . .
Distance between the axles, in inches
Width of the car over all, in inches
Price of the car, F. O. B. New York, without couplings
For couplings, added to the above
Diameter of turntaVjlc required, in inches
Va,
1
31
3')
35
40
48
53
S140 00
$150.00
(). 00
(> 00
52
()0
2
52
■45
()0
$190 00
(1 00
72
Prices for cars to carry iron ore, stone, gypsum, phosphates, etc., quoted on application.
22
INDUSTRIAL RAILWAYS.
CHARGING GARS.
KF.IT IN STOCK HKADV 1-oR IMMICIJI ATE DKI.I VRRV.
No. ll.-A
This car is designed for bringing coal from the storage bins to boiler rooms and
retort houses. This is not only the most convenient and economical way of carrying
coal to the boiler-room, but it is the least laborious in firing, as the coal is at the most
convenient distance from the furnace and at the right level for ease in shoveling. The
coal remains in the car until it is shoveled directly into the furnace, and the floor of the
boiler-room is kept entirely free from dust and din, and as clean as the most fastidious
could desire. The centre of the car track should be about 8 feet from the boiler front.
No asiis.
These cars are made of sheet steel, stiffened with angle iron, the rivets spaced 2Y2
inches apart, the corners rounded for the workman's hand, the bottom flush riveted, and
the door specially arranged with the surface of the door when down, a little higher
than the floor of the car, so that the shovel will not catch on the edge of the car
bottom. The tipping body cars have a dumping gear which keeps the body completely
under control in dumping, and prevents the violent shocks that occur when the body
can run away. The cars have springs, which make them run easily and ride smoothly.
The bearings are fitted with oil reservoirs filled with sponge, to keep the bearings well
lubricated. They have our patent steel wheels, pressed on the axles, and flexible
bearings for running easily around a curve of 12 feet radius.
Cars of the style shown in Cuts 95113, 1447, 1448, 1449, are standard, and kept in
stock. The other styles are made to order.
CATALOGUE NO. 9507.
|<- - L
r
i
i
V
-u-
No.1447
4
SÎÎ3*S.
B-
M
No. 1448
No. 1449
Standard one ton charging car, with one side to let down, always kejk in stock
ready for immediate delivery. We make them to order with both sides to let down, or
one or both ends to let down.
Mn
No. 1452
Car No. 1452 is similar to 1447,
1448. 1449, but arranged for both
sides to let down
r B-
No. 1458
Car No. 1458 is similar to 1456,
but having one side to let down.
No. 1450 No.1451
Car No. i4<;o is similar to 1447, but is
arrai.ged with dumping rigging.
N0.145G
Car No. 1456 has one side in¬
clined instead of a door to let
down. It carries one ton.
XO.14G0 Xo.l4ai
Car No. 1457 is similar to Half ton Car for use on floor without tracks.
1456, but arranged to dump.
The floor of charging cars that do not dimi|) is 17 inrlies above tlie rail ; when
made to dumj), the bottom is 26 inches above the rail. The width over all of the
bodies of cars style 95113, 1448, 1450, is 42 inches, and the total height 35 inches. The
width of the car bodies, style 1456, 1457, is 52 inches.
The diameter of turntable suitable for these cars is 52 inches.
Charging cars with inside flange wheels and rigid wheel base for any gauge less
than 30 inches, made to order.
I'RICE LIS'!', Id (). H. NEW YORK,
Style shown in Cuts Nos.951 13, 1447, 1448, 1449, fi.xed body $140.00
Same, with both sides to let down. Cut 1452 146.00
Same, with one end to let down 140.00
Same, with both ends to let down, with centre partition 150.00
Style 1450, 145 I, similar to 95 1 13, but with dumping bod)' '55-o°
Style 1456, body fixed to running gear 137.00
Style 1458, fixed body, with side to let down 143.00
Style 1457, with body arranged to dump 150.00
Style 1460, 1461, for floor without tracks, 'ton capacity.. 90.00
24
GAS COKE CARS.
/V.9/2/7
N° 72/8.
The difficulty of handling hot coke directly from the retorts led us to design a
special car for this purpose with an arrangement of piping which sends a spray of water
over the entire surface of the sides and the bottom, preventing the steel from becoming
overheated when the hot coke is drawn into the car. This is not intended to entirely
quench the coke, which is done in the usual manner, but to keep the iron from getting
red hot, and, at the same time, to partially quench the coke.
FOUNDRY CARS.
25
1,500-pouDd Foundry Car.
The height of the top of the ladle above the rails, when upright, is 36 inches ; for conveni¬
ence in pouring into hand ladles, the shape of the body and the position of the trunnions are
arranged so that the spout, when tipped, pours into a ladle 17 inches high.
The gear for revolving the ladle in the car shown in Cut No. 951 is our patent cam gear,
that locks the ladle in every position, and possesses the remarkable feature of having both
shafts revolve in the same direction. When the handles are moved, the ladle moves steadily in
the same direction as the handles, but only one-twelfth as fast.
Many foundry-men believe that these cars are not only more convenient to use in distributing
the iron, but are also safer than any overhead system of cranes or tackles. No accident has
ever occurred in the use of these cars.
No. Ua.!.
HUNT REVOLVING BALANCED CRANE CAR.
The narrow-gauge industrial tracks require a crane of special construction, and, in order to
prevent overturning when raising a heavy weight, the whole crane, platform and mechanism,
moves in the direction that keeps the centre of gravity of the whole system constantly on the
centre of the car, thus balancing the total weight on the centre of the track. There is no
tendency for overturning when hoisting the load.
They are made in four sizes to hoist loads 500 lbs., 1,000 lbs., 1,500 lbs., and 2,000 lbs., six
feet from the centre of the track.
26
INDUSTRIAL RAILWAYS.
POWER TROLLEY.
No. 952],
'Míe Power Trolleys are designed to
carry tubs, bales or bundles in manufact¬
uring establishments and wharves. The
rope does not sag down on long runs, but
is dellected sideways and rests on idle
pulleys. There are no catches, weights
or s[)rings of any kind, and the bucket
can be run horizontally at any height,
and lowered at any point, without chocks,
catches or adjustments of any kind. An
engine with two drums is required to
work this trolley.
HAND TROLLEY.
No. 0530.
Overhead Trolley Tracks for Boiler Rooms, Gas Retort Houses, and Storerooms
generally. The Trolley has three wheels, enabling it to jiass over the gap in the tracks
where they cross each other, making a simple and cheap crossing. On a curve it runs
easily, the centre wheel takes the princi])al load, the end wheels acting as guides to keep
the centre wheel in the most favorable position. Any kind of a hoisting or differential
block can be used.
CATALOGUE NO. 9507.
27
No. SM071T.
RIDGEWOOD PUMPING STATION, BOILER HOUSE AND COAL STORAGE
BUILDING, BROOKLYN WATER WORKS.
The boiler room is 106 feet long, with a floor made of cast-iron plates bedded in Portland
Cement on a concrete foundation, as shown in cut No. 1361, page 12. The car tracks in tue
boiler room are 21^ inches gauge, cast in the floor plates. The coal storage room is 36 feet wide,
175 feet long, with our standard track bedded in Portland Cement flush with the top of the rails,
as shown in cut No. 1438, page lo. The curves are 12 feet radius, and the cars used are shown
in cut No. 95113, page 22.
The above illustration shows the arrangement of the Industrial railway of 21^-inch gauge
used at the mills of the Otis Company, Ware, Mass.
C. W. HUNT COMPANY,
stored on one side of the building, and the steam boilers are on the other, making necessary this
remarkably intricate system of tracks, with six switches, goo degrees of curvature of twelve feet
radius, and fifteen tangents, all laid between the massive pillars that support the building. The
whole system was made at our works from the drawings of the foundations furnished by the
architect, and the tracks, on their arrival, were laid in position by four men in one-half day.
No. 9DÍ5.
Track arranged in the basement of the large office building of the Postal Telegraph
Company, on the corner of Murray Street and Broadway, New York City. The coal is dumped
from wagons into the storage pile, at the JIurray Street side of the building, and is carried to
the boilers in cars similar to those shown on pages 22 and 23.
CATALOGUE NO.
9507
29
Industrial railway tracks in the basement of the Sixtv-first Street residence of Elbridge T.
Gerry, designed by R. M. Hunt, architect. The engraving shows the adaptability of the system
to large modern residences. The cars are used to carry coal from the storage to the furnaces,
and kitchen supplies to the elevators and dumbwaiters. One of the cars used is shown in cut
No. 954, page 32.
STREET
INDUSTRIAL RAILWAYS.
SPECIAL CARS.
It is necessary for s])ecial work to hiiilcl cars varying from our regular styles and
sizes. This we can do within reasonable limits, and we show on the succeeding pages
some illustrations of various cars that we have made ; but it should be borne in mind
that e\ en slight changes entail e.xtra cost, for which we inust make an extra charge. It
may seem a small matter to a customer to make a change from our regular cars, but it
disarranges the |)lan of our manufacture, and makes the cost, when singly made, greater
than regular cars. Therefore, we invariably accejjt orders for irregular work only
at advancetl prices, and such orders, when work has been commenced, cannot be
countermanded.
No. 85it7. No. 94)11.
12-inch diameter Steel Wheel, used on our one- Industrial Railway Crossing for Union Metallic
ton Industrial Cars. Tested by two blows of Cartridge Co., Bridgeport, Conn,
a drop weight, 2,190 lbs., falling 20 feet.
f/a S</0.'
Ladle Car tor the Warder, Bushneil & Glessner Coal Car for charging the Gas Generators of the
Co. Foundry, Springfield, Ohio. Northern Gas Light Co., New York City.
CATALOGUE NO. 9507.
.31
No. 959. No. 94105.
Cable Coal Car for Plymouth Cordage Co., Push Car, with a movable centre piece to
Plymouth, Mass. dump the load on cither side of the track.
SPECIAL CAPvS.
No. 941011. No. 941018.
Self-dumping Car, with narrow body, built for 8-Wheel Coal Car for J. R(mghan,JIystic Wharf,
the Equitable Gas Light Company, foot of Charlestown, Mass,
44th Street, New York.
.No. 9519. No- «.W-
Two-ton Cahlc Railway Car. for the terminal Railway at the West Point Military
coaling station of the Boston & Maine Academy, to carry coal and siqiplies to the
Railroad, Boston, Mass. storehouses on the jilateau, 1,800 feet hori¬
zontally, and 130 feet vertically.
/V« 94Í0S 1
C. W. HUNT COMPANY.
SPECIAL CARS.
Nü. üilB. No. 00Ü4.
36 cubic foot Tip Car. 36 cubic foot Tip Car.
No. 9tlOI3.
Acid Phosphate Car, with automatic dumping
mechanism, for Morgan He Co., Shady Side,
i\. r.
No. OtlOl.i.
40 cubic foot Tip Car, 36 inch gauge, inside
tiange wheels, for the Colorado Coal and
Iron Company,
No. fWlOlO.
Elevated Car for Charging Gas Generators,
for the Milwaukee Gas Light Co., Milwaukee,
Wis.
No. 041022.
Tip Car with inclining attachment, for Ellers-
lie Gas and Coke Co., Winifrede Junction,
West Va.
CATALOGUE NO. 9507.
33
SPECIAL CARS.
No. 94104
Coal and Ash Car, for the Camden Street
Railroad Co., Camden, J\'. J.
No. .04103.
Charging Car, arranged to tip, for G. H.
Gilbert I\Ifg. Co., Gilbertville Mass.
No. n.589. No. 9590.
Charging Car, with tipping gear. Charging Car, tipped over to discharge the
load.
No. 941019. No. U.5"4.
Boiler-room Coal Wag;on for Edison Electric Boiler-room Coal Wagon, for Camden Street
Illuminating Co., of Boston. Railroad Co., Camden, N. J.
34
C. W. HUNT COMPANY.
SPECIAL CARS.
N'o. IMlid. CJ33
Japan Oven Car, for the Bridgeport Malleable Qven Car, with Roller Bearings, for the
Iron Co., Bndgep(jrt, Conn. American Tube Co., Boston, Mass.
No. 94122. Mo, 957.
Coke Car, for the Toronto Gas Company, Japanning Car, for the Stanley Works, New
Toronto, Canada. Britain, Conn.
No- 9391. No. 9599.
Car, with elevating top, for the Manhattan Handling the coast defense mortars on the
Electric Storage Battery Co., New York. industrial railway. Builders' Iron Foundry
Co., Pro5ddence. R. I-
CATALOGUE NO. 9507.
35
SPECIAL CARS.
No. 9500.
Shop Car, with the top 8 feet long.
No. 054.
Car for use in the basement of Mr. ElbridgeT.
Gerry's residence, New York City.
No. 9595.
Shop Cars, showing the iron work, ready for
the wooden tops.
No. 9514.
Car for carrying gypsum in a confined space.
No. 941030.
8-Wheel Dry Kiln Car, top 12 feet long, for
Ilollingsworth & Vose Company, East
Walpole, JIass.
No. 04101.3.
8-\Vhccl Car, 12 feet long, for Hyron Weston
Company, Ware, Mass,
C. W. HUNT COMPANY.
SPECIAL CARS.
No. 9:)92.
3-ton Copper In.c^ot Car, floor inches above
tlie rails, Ansonia Brass and Copper Co.,
Ansonia, Conn
No, 041010.
Car for carrying bag salt, Alexander Kerr
& Co., Baltimore, Md.
No, 04133.
Car with the tloor 7 in. above the rails. Brown &
Sharpe .Manufacturing Co., Providence, K. I.
The radial position of the wheels on the
curve is well shown in this cut.
No. 941121.
Car used to transfer Standard 21 inch gauge
cars to parallel tracks.
No. 055.
Barrel Car, for Orford Copper Co., Bergenport,
N. J.
No. 0.581.
Transfer Car, for the Eastman Kodak Co,,
Rochester, N. Y.
CATALOGUE NO. 9507.
37
SPECIAL CARS.
No. 94112.
Car for carrying silver lead bars, for Balbach
Smelting Co., Newark, N, J.
No. 94107.
Bullion Car, with a gap in the centre, for con¬
venience of slinging the bars.
No. 94102.
Car to carry a Steam Boiler and Pump, built
for the Knowles Pump Co., Boston, INIass.
No. 94101).
Coal Car to run under the boiler-room ceiling
of Street & .Smith, Publishers, Now York.
No 94108.
Lartigue Single Rail System Cars for the
National Harbor Improvement Works, Tam¬
pico, Mexico.
No. 94114.
Electric Mining Locomotive, 2-trolley system,
for the Brockway Mines, Pa.
Ho. 94/06
MEMORANDA
— 1-T)K —
ENGINEERS AND ARCHITECTS.
Our cars, tracks, curves, and switches are made to standards, are interchangeable,
and kept in stock, ready for immediate shipment. An arrangement of tracks that can
be laid with these stock sizes, can Ire laid cheaper and more ex|jeditiously than when
special sizes are ret[uired.
The engravings show various combinations of our standard switches, curves and
crossings, which can be made with the sizes kept in stock, ready for immediate delivery.
Parallel tracks connected by switches, cut No. 1390, but without a tangent, are 49
inches apart, centre to centre (D), and 13 feet 4 inches long (L). This is the
minimum distance, and can be used by ''Charging," '"Shop," and "Ladle" cars.
" Tip " and " Self-dumping " cars require tracks six feet apart (D), as a minimum, and
the switch will be 16 feet 3 inches long (L). When the space for tracks is not restricted,
a greater distance is advisable, to prevent the possibility of a man being caught between
two cars as they pass each other.
For reverse curves, cut No. 1394, two "units" placed together with reverse curva¬
ture will offset the track (D) 5ká inches, and be 4 feet 8 inches long. Four " units "
will offset the track (ID) 21^ inches, and be (L) 9 feet 2 inches long. Three units will
offset the track 49 inches, and will be 13 feet 4 inches long. Other offsets will be made
to order, but at an advanced price.
38
CATALOGUE NO. 9503.
39
M EMORANDA
— FOR—
ENGINEERS AND ARCHITECTS.
In laying out Industrial Railway tracks, bear in mind :
The wheels are rigidly fastened to the axles, with the flanges to run on the outside
of the rails.
On a curve the outer wheel of a pair runs on the flange, and the inner one on
the tread. '
The wheels and the curves are so proportioned that the wheels do not slip on a
curve, and the cars run as easily as a wagon turns a corner.
The radius of the curves is 12 feet, measured to the centre of the track.
The standard length of the straight sections of track, with steel cross-ties, is 20
feet.
The steel cross-ties are spaced 24)^ inches apart, centre to centre.
The rail-joints are fastened with regular fish-plates, with 4 bolts.
The curves are made up complete, and kept in stock in sections, 11^ degrees, 22^
degrèes, and 33^ degrees long, which we call one, two or three " units."
The straight track of the switch made up complete with steel cross-ties is 8 feet
long, and the cast plate switch is 7 feet 6 inches.
The curved part of each switch is 33^ degrees, or three "units" long.
The straight cast-iron plate track is in pieces 5 feet long, shorter lengths to order.
The curved cast-iron plate track is in sections 11^ degrees long, or one "unit."
The cast iron floor plates are r3 inches square.
The maximum loads recommended on pages 4 and 12 for the cars is about one-
third the elastic limit of the rails, considered as beams on cross-ties 24^^ inches apart.
We will make a drawing of the tracks, without charge, arranged to suit the
situation, when sufficient data is sent with the request.
There is a discount from the list prices that varies with the cost of manufacture,
but generally it is sufficient to pay the freight and expenses of delivery on the ground,
so that an estimate at our list prices is Usually a close approximation to the cost of the
materials on the ground.
We invite, and will take pleasure in replying to, inquiries relating to Industrial
Railways.
Business men must elect what class of customers to deal
with. We seek that class of purchasers who wish articles
built thoroughly well, from the best materials, and who are
willing to pay whatever reasonable amount may be necessary
to obtain such articles.
Our customers are those who use and wear out the articles
they purchase ; consequently quality takes precedence of cost
with them. Having no trade with middle-men, and paying no
commissions, there is no temptation to reduce the quality of
articles to compete with those who seek that class of business.
For this reason we give no anxious thought as to whether
this or that can be made a little cheaper, but we try to have
the material and the workmanship just as thoroughly good as
possible, the only criterion being whether the article will be
better adapted for its work or more durable in use. We do
not care to sell any article that is not as good in every
respect as though the purchaser himself had selected the
materials, and personally supervised its construction in our
factory.
We have made this class of machinery for more than
twenty years, and it has been used not only in all parts of
this country, but in most foreign countries, and during this
time, no workman has ever been killed or injured by the
breaking of anything that we have manufactured. The same pains¬
taking care that has given us this exemption from accident in
the past is still continued.
40
Well-Known Users of Industrial Railways.
I
American Tulje Works, Boston, Mass.
Andrews G. W., Coal Dealer, Naugatuck, Conn.
Asphalt Block Co., Bbiladelmda, Pa.,
Atha, BenJ,, & lUtagsworth Steel CoJ Newark, N. J.
Sa.lbach Smtíting and Refining Co., Newark, N.J.
BsUimore Electric and Refining Co., Baltimore, Md.
Baltimore & Ohio R. R. Co., loveland, Ohio.
B. & O. Southwestern R. R., Chillicothe, Ohio.
Baltimore & Ohio S. W. Rauway Co., Cincinnati, O.
Bayonne Paraffine Works, Bayonne. NI T.
Bird, P. W., & Son, Paper Mflla, East Watoole, Mass.
Blake, Geo. P., Pump Manufacturing Co., Boston, Mass.
Boston Electric Dight Co., Boston, Mass,
Bradley & Bubhara Co., Gas Mzture& Meriden, Conn.
Bradley Pertili«^ Company, Boston, Mara.
Brasil Block Coal Company, %aril, Ind.
Bridgeport Copper Co.^Bndgeport, Conn.
Bridgeport Porge Co., Bridgeport, Conn.
Brooklme Gas Light Co., Broohllne, Mass.
Brooklyn Gas Liât Co., Brooklyn, N. Y.
Brooklyn Heights R. R. Co., Southern Station.
Brooklyn Water Wmks, Brooklyn, N. Y.
Broivn & Sharpe Mfg. Co., Providence, R. I.
Buffalo Railway Co., Buffalo, N. Y.
Builders' Iron Foundry, Providence, BL1.
Bnmhanu L, G., & C^ Coal Dealers, Boston, Mass.
Camden Horse R. R, Co., Camden, N. J.
Camphell, Morrell & Co., Coal Dealers, Passaic, N. J.
Central Gas Light Co., i42d Street, New York City.
Century Oil Company, Lim%Ohio.
Chicago Klip Buading Co., CMrasgo, HL
Chlcora Fertilizer Co., Chaileston, S. C>
Qaflin, H. B., Co., Diy Goods, New York City.
Coe Brass Mfg. Co., "rorrington. Conn.
Colorado Fuel Company, Denver, CoL
Congdon Brake Shoe Co., Chicago, Bl.
Consolidated Gas Co« New York City.
Consolidated Ransos City Smelting and Refining Co.
Continental Dynamo Co., Dover, N. J.
Cornell, J. B. & J. M., Foundry, New York City.
Cmninglron Works, Foundry, Coming, N. Y.
Davidsim's Sons Marble Co., N. Y. Qty.
De La Yergne Reftigerating Co., New York City.
Department Public Works, New York City.
Detroit Public l.ighting Commission, Detroit, Mich.
Dona MariaMiningCo.,BaTrBnq.uilla,Colambia,So.Am.
Dnpont, de Nemours & Co., Powder, Mooar, la.
LLupont, de Nemours ft Co., Powder. WUmingtos, Del.
Eastman Kodak Co., Rochesten N. Y.
Eddy Electric Manufacturing Co., Windsor. Conn.
Edison Electric Illuminating Co., Boston, Mass.
^ison General Electric Co.|^New York City.
Bllerslie Gas and Coke Co« Winifrede Junction, W. Ya.
Elmira lUnminating Company, Blmira, N. Y.
Equitable Gas Light Co., New York City.
Everett Milla Lawrence, Mass.
Parrel Poundry ft Machine Ca, Ansonla, Conn.
Floyd ft Son, James R.,Iroii Works, New York City-
Poster, Merriam ft Co« Hardware Mfg., Meriden, Conn.
Praser ft Chalmers (New Works), Chicago, 111.
Gambrill, C. A., Manufacturing Co.. Baltimore, Md.
Gerry, Elbridge T- residence New York City.
Gilbert ft Bennett Mte. Co., Georgetowii,Conn.
GUbert, G. H., Mfg. (Si., Woolen MUls, Ware,
Glen Manufacturing Co., Btston, Mass.
Globe Smelting ft Refining Co., Denver, Col.
Goodrich Transportation Company, Chicago, HI.
Gorham Manufacturing Co., Silver, Providence, R. I.
Grosvenordale Mflls, Grosvenmdale, CSmn.
Hart, Anderson ft Barr, Brooklyn, N, Y.
Hart & Son, Contractors, Brooklyn, N. Y.
Hartford Rubber Works Company, Hartford, Conn.
Hathaway Mfg. Company, New Bedford, Mass.
Heads Iron PonndiY, Utica, N. Y.
Hecla Iron Works, Brooklyn, N. Y.
Hencken ft Co., Coal Dealei^ New York City.
Highlands Chemical Co, Highlands, N. Y.
Hollingsworth & Vase, Paper, East Walpole, Mass.
Howe leale Comoaay, Rutland, Vt.
Hudson Kirar Chem. ¿ Dyewood Co« gimdysids, N. J.
Imperial Fertilizer Co., Charleston, & C.
India Rubber Comb Co, College Point, N. Y.
Iron Clifis Mining Company, Negaunee, Mich.
"arecki Chemical Ctmpany, Sudusky, Ohio,
msey City ft Bergen R. R. Co., Jersey City, N. J.
ewett While Lead Works, N. Y. City,
ohnson, Wm. G., ft Co., Dye Works, uncasville, C
King, J. B., ft Co., Plaster Mills, New Brighton, S. I.
I, Conn.
Ring Windsor Cement Co., Boston, Mass.
Land Pebble Phosphate Co., Pebble, Fia,
Lawrence Gas Light Co., Lawrence, Mara.
UehigChmnical MaaufacturtngCo., Carteret, N. J.
Long island R. R. Co., Hunters Point Station.
Lonsdale Co.,Cotton Mills, Lonsdale, R. I.
Los Angeles Electric Company, Los Angeles, Cal.
Lowell Bleachery and Dye Works, Lowell, Mass.
Manhattan Railway Co., New York City.
Maryland Steel Company, Spsirows Point Md.
Mascoma Flannel Company, Lebanon, N. C.
Massachusetts General Hospital, Boston, hiass.
Massachusetts State House, Boston, Mass.
Matheson, W. J., ft Co., Chemicals, Long Island City.
MeConway ft Toitey Co., Foundry, Kttsburgh, Rk
MeWilUams, Burlee ft Co., Dry Dock, Btaten Island.
Merz Garbage Crematory Works, Buffalo, N. Y.
Milwaukee Gas Light Co., MUwauht^e, Wis.
MBwaukee Street Railway CA^Milwaukee, Wia
Montague Paper Co., Turner's Falls, Mara.
Monterey Foundry ft Machine Co., Mcmterey, Mexico.
Monumental Bronze Co., Bridgeport Conn.
Moore & Sons Co., Iron Works, Elizabethport, N. J.
Mott J. L« Iron Works, New York City.
Nation^ Kerch Company, Gtan Cove, L. I.
National Water Tube Boiler Co., New Brunswick. N, J.
Nelson Brothers, Coal, Brooklyn, N. Y.
New Bedford Gas & Edison Lt. Co-, New Bedford, Mass.
Newark Coal Co., East Orange, N. J.
Newark saoctrio Light & Power Co., Newark, N. J.
New York ProduoeÄchange, Vaulta New York City.
New York & BrooUjra BridgBi^Brooklyn, N. Y.
Northern Gas Light Co., New York City.
Northwestern General Electric Co., St. Paul, Minn.
N. Y., L. E. ft W. R. R., Piennont Whart N. Y.
Orford Copper Co., Constable Hook, N. J,
Otis Ca, C£ton Muls, Ware, Mass.
Otis Falls Pulp Co., Portland, Me.
Palmer, Lowell M., Cooper^e Works, Brooklyn, N. Y.
Plante Ca, jersey City, N.J
Pawtucket Gas laght Co., Fawtucket, R. I.
Pmmsylvaaia Machine Co., Phüadelphia, Pa.
Penn^lvania Steel Co., Steelton, Pa.
Pope Bicycle Mfg. Company, Hartford, Conn.
People's Gas Ught Co« Brooklyn, N. Y.
People's Gas Light Co., Chlraigo, III.
Perrin, Seamans & Co., Stamford, Conn.
Philadelphia Gas Imi»ovement Co., Phfladelphla, Pa.
Polk County Mining Co., Cedartown, Ga.
Postal Telegraph Cable Co., New York City.
Read Fertilizer Co., Newtown Creek, Brooklyn, N. Y.
Readiim, Mass., Water Commission, Reading, Mass.
Royal Fertüizer Ca. Charleston, S. C.
Saginaw Gas Light Company, Saginaw, Mich.
Salmon Falls Mfg. Company, Salmon Falls, N. H.
teiderson, Lucien, New Haven, Conn.
Sellers, Wuliam, ft Ca, Machinery, Philadelphia, Pa.
Sessions Foundry Company, Hristol^Cona
Shoen Pressed Steel Co., Pittsburg, Pa.
Sinclair,T.M.,& Co., Pork Packers, Cedar Rapids, Iowa,
e—.-.i. r—Company. Boston, -
Springfield, Mass,
- , y, Bayonne, N. I.
Stanley Rule & Level Co., New Britain, Conn.
St. Louis Water Works, St. Louis, Mo.
Stephens, James, ft Son, Coal^New York City.
Stüde baker Brotheia Wagon Works, South Bend, Ind.
Syracuse Tube Ca, Syracusa N. Y.
■Äbot Mills, North Bfllericn, Mass.
Thorndike Mills, Cotton Mills, Thorndike, Mass.
Tide Water Oil Company, Bayonne, N. J.
lluion Metallic Cartridge Ca, Bridgeport. Conn.
United Elrastrio Light ft Power Co., New York City.
II. S. Light Houra%pt., TompkinsviUe, H. I.
TI. S. Muitary Academy, West Point, N. Y.
Wallace, K., & Son, Silver Mfrs., Wallingford, Cona
"Wando Phosphate Ca, Charleston, S. C.
Warder, Bushnell ft Glessner Co., Springfield, Ohio.
Warner, C. B., Lumber, East Haddarajiunn.
Washington Architectural Iron ft HridRe Works.
West Haven Coal & Wharf Co., West Haven, Conti.
Weston, Byron Co., Paper Mills, Dalton, Mass.
meelwriÄt, George W., PMer Co., Ilardwick, Moss.
Wood, B. D., ft Sma, Coal, New Orleans, La.
WortWngton Pumping Er^ne Co., Hrotmlyn, N. T.
Wrought Iron Bridge Co., Canton, Ohio.
Yale ft Towne Manufacturing Co., Stamford, Conn.
41
The Machinery manufactured by the C. W. Hunt Company is
protected by the following Patents :
January 15th, 1879 No. 7,115
April ist, 1879 No. 213,753
April 8th, 1879. : No. 214,148
June ist, 1880 No. 228,317
March 8th, 1881 No. 12,182
March 29th, 1881 No. 239,329
March 29th, 1881 No. 239,330
September 13th, iSSi No. 246,954
April iSth, 1882 No. 256,571
August 7th, 1883 No. 282,640
April 2qth, 1884 No. 297,934
June i6th, 1885 No. 320,064
December 8th, 1885 No. 331,961
December 22d, 1885 No. 332,803
August 24th, 1886?.. No. 347,936
September 21st, 1886 No. 349,309
October 26th, 1886 No. 351,445
October 26th, 1886 No. 351,446
April 19th, 1887 No. 361,418
December 27th, 1887 No. 375,489
February 28th, 1888 No. 378,686
March 20th, 1888 No. 379,786
June 4th, 1889 No. 404,509
August 6th, 1889 No. 408,443
September loth, 18S9 No. 410,709
October ist, 1889 No. 412,028
April ist, 1890 No. 424,833
April 8th, 1890 No. 425,151
April 15th, 1890 No. 425,797
April 15th, 1890 No. 425,798
May 6th, 1890 No. 427,205
May 27th, 1890 No. 428,916
June 3d, 1890 No. 429,450
October 7th, 1890 No. 437,928
October 14th, 1890 No. 438,376
October 14th, 1890 No. 438,377
December 9th, 1890 No. 442,286
December i6th, i8go No. 442,835
December i6th, i8go No. 442,976
December 30th, 1890 No. 443,768
January 13th, 1891 No. 444,594
January 20th, 1891 No. 444,955
February 24th, 1891 No. 447,114
April 14th, 1891 No. 450,386
May 5th, 1891 No. 451,485
May I2th, 1891 No. 452,134
May 12th, 1891 No. 452,135
May 12th, 1891 No. 452,136
May 26th, 1891 No. 452,919
June i6th, 1891 No. 454,273
September ist, 189t No. 215,849
October 20th, 1891 No. 461,680
November 21st, 1891 No. 217,593
December 29th, 1891 No. 466,039
December 29th, 1891 No. 466,04a
December 29th, 1891 No. 466,041
December 29th, 1891 No. 466,042
December 29th, 1891 No. 466,043
December 29th, 1891 No. 218,341
December 29th, 1891 No. 218,342
February 2d, 1892 .No. 468,108
February 2d, 1892 No. 468,109
February 2d, 1892 No. 468,110
April 12th, 1892 No. 472,707
May 17th, 1892 No. 474,875
October 5th, 1892 No. 64,819
October 25th, 1892 No. 484,914
December 21st, 1892 No. 22,344
February i6th, 1893 No. 67,11a
February 2ist, 1893 No. 67,111
March 27th, 1893 No. 22,893
March 27th, 1893 No. 22,959
April nth, 1893 No. 495,338
April nth, 1893 ., No. 495,339
May 30th, 1893 No. 498,552
June 27th, 1893 No. 500,332
July 24th, 1893 No. 500,807
November 21st, 1S93 No. 72,083
January i6th, 1894 No. 512,825
January i6th, 1894 No. 512,826
January i6th, 1894 No. 512,827
Januarj' i6th, 1S94 No. 512,828
May 29th, 1894 No. 520,644
July loth, 1894 No. 522,713
October i6th, 1894 No. 527,496
October i6th, 1894 No. 242,121
October 24th, 1894 No. 1,444
October 31st, 1894 No. 112,366
November 13th, 1894 529,125
November i6th, 1894 No. 5,952
2 March igth, 1895 No. 535,951
B-' :*/r
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